Locomotive



(No Model.; y 4 sheets-met 1.

H. A. LUTTGENS. Y

LOGOMOTIVE.

No. 583,544. Patented Peb. 5, 1895.

l(No Model.) 4 Sheets-Sheet 2.

H. A. LUTTGENS.

LOCOMUTIVB.

Patented Feb. 5, 1895.

(No Model.) l 4 Sheets-Sheet 3.

H. A. LUTTGBNS.

LoooMoTIVB.

No, 533,544. Patented Feb. 5, 1895.

f .ff/m@ 2 {iL/@gi wwwm Sheet 4.

m e h S 4 S N E G T T U L Am H. M o M o m LOCOMOTIVE.

Patented UNITED STATES PATENTl Ormea.

HENRY A. LUTTGENS, OF PATERSON, NEW JERSEY, ASSIGNOR, BY DIRECT ANDMESNE ASSIGNMENTS, TO JOHN H. REYNOLDS, OF SAME PLAGE, AND MERCEY R.LUTTGENS, OF GOFFLE HILL, NEW JERSEY.

LoooMoTivE.

SPECIFICATION forming part of Letters ,Patent No. 533,544, datedFebruary 5, 1 895.

Application filed May 25, 1894. Serial No. 512,412. (No model.)

To @ZZ whom it may concern: rapid succession of the strokes, myinvention Be it known thatl, HENRY A. LUTTGENS, of insures that myperforated annular damperthe city of Paterson, county of Passaic, andplate shall be so held as to entirely shut off State of New Jersey, haveinvented a certain the flow of air into the base of the stack, and 55new and useful Improvement in Locomotives, allow the full e'eet of themoderate current of which the following is a specification. of exhauststeam up the stack to be utilized lily invention is used in combinationwith in increasing and maintaining the draft. The provisions foradmitting air to the base of the same effect occurs when the valve-gearis set stack of a locomotive to reduce or modify the to follow fullstroke or less in going backward. 6o 1o draft, for which Letters Patentof the United My invention insures that the apertures to States weregranted to me November 10, 1885, admit air to moderate the draft shallbe open No. 330,340. Such consists briefly, of an anwhen the valve gearis set to follow nearly full nular perforated plate which I term adamstroke,.and that itshall, without requiring atper plate resting andturning on a peforated tention, be reduced as the reversing lever is 65I5 seat surrounding the stack. I term the entire shifted toward thecentral position, so that device a damper. In the invention as there inrunning with a short cut-off, whether forapplied the damper is liable toreceive cinders Ward or backward, the admission of air to diwhich havebeen thrown up, and also to be minish the draft shall be entirelysuppressed. clogged and stuck by paint or oil, and the In addition tothis I provide an adjustment fo zo operation of the damper is madeentirely deeasily operated from the foot-board, which, pendent for itsadjustment upon the skill and by allowing the engineer or fireman tochange attention of the engineer and fireman. the position of the centerof a lever, combines In my present improvement I connect the with theself-acting regulation thus provided, damper rod with the reverse lever,the ara further regulation which can be modified 7 5 2 5 rangement beingso made that without requirat will. By means of this additionaladjusting any care, the openings -fcr admitting air ment the openingsfor admitting air to the to the base of the stack to soften the violencebase of the stack, may be closed sooner or of the draft are largest whenthe steam is ad later. In other words, automatic or self-aetmitted bythe valve gear to follow the pistou ing regulation obtains under allconditions, 8o 3o the farthest, and therefore the draft produced but theextent to which it obtains and the by the exhausting steam is thestrongest, and point in the adjustment of the cut-olf at which is mostliable to tear the fire. These openings it commences to act, may bematerially modiare gradually diminished by the movement fled at the willof the attendant. This enables of the reverse lever from either extremetothe locomotive to operate more successfully 85 3 5 ward the centralposition-that is to say, the with differentqualities of f uel,or withchanges same result is produced when the engine is in the amount of workperformed. In the made to run forward or backward. most complete form ofthe inventionl enable When the valve gearis set to follow nearly suchcontrol to be conveniently effected by full stroke in running forward,the damper either the engineer from his side of the loco- 9o 4o will beopen and the violence of the draft will motive, or by the fireman fromthe opposite be greatly reduced bythefreedom with which side. This partof the mechanism is operair is allowed to enter through the annular atedby the aid of a lever extending horizon chamber and to dow up the stackwith the tally across above the boiler near the rear, exhaust steam. Asthe locomotive acquires within easy reach of the engineer and fireman,95 45 speed the reversing lever :is usually shifted havingahandleateachend,and provisionsfor backward toward the central position withoperating a locking bolt therewith by the enthe eect to adjust the valvegear to cut off gineer or fireman. This allows one segment the supply ofsteam earlier in each stroke. and one set 0f notches and one slidingbolt When the locomotive is running at speed over to hold the lever whenoperated from either roc 5o the main portion of the road, cuttingoshortv side.

but consuming steam rapidly by reason of the I provide a hood or cover,in the form of a tight and slightly conical plate held immovably at suchheight above the damper as leaves an annular opening between sufficientto admit air to the apertures in the annular damper, but standing insuch position that it defends such apertures from the cinders which maydescend under' any conditions. Another useful effect of this hood is toprevent paint or oil from being daubed upon the 1o damper plate.

' The accompanying drawings form a part of this specication andrepresent what I consider the best means of carrying outk the invention.

x 5 Figure 1 is a general side elevation showing all thel partspertaining to my invention with so much of the ordinary parts of thelocomotive as is necessary to indicate their relation thereto. Figs. 2,3, 4 and 5 show certain por- 'zo tions on a larger scale. Fig. 2 is aside elevation; Fig. 3, a corresponding end elevation, a portion beingin section. Fig. i is a plan view of a portion of a slide which is shownin dotted lines in Fig. 2. Fig. 5 is across section through theInidlength of this slide. Fig. 6 is an elevation seen from the rear.Fig. 7 is a corresponding plan view. Fig. 8 is a side elevation; Fig. 9,an end elevation; Fig. 10, a vertical cross section partly in elevation;Fig.

3o 11, a horizontal section partly in plan. Fig. 12 is a plan view of aportion detached, on the same scale as Fig. 11.

Similar letters of reference indicate corresponding parts in all thefigures where they 3 5 appear.

The damper may bein all respects as shown in the patent of 1885 referredto, excepting the arrangement of holes for admitting air into the stack.These are modified as to size 4o and position, as shown, to suit thevalve gear.

For a piston stroke of twenty-six inches, my devicev may provide thatthe damper shall be open until the reversing lever is so placed that thesteam is cut off at about seventeen inches; or it can be so adjusted byoperating from the cab that it shall remain open for the admission ofair to reduce the draft until the reversing lever is shifted into suchposition as to cause the steam to be Vout off at 5o about seven inches.

The four pairs of holes e in the damper plate E, have a uniformposition, that is to j say, the edges of each pair of holes are placedequi-distant from the four studs or bolts which secure the stack base tothe top of the smoke box. Some clearance should be allowed in additionto its movement, by making the large apertures in the damper plate solarge that the plate will not strike the 6o studs. The movementresulting is due to that of the reverse-lever, increased by theadjustment from cab, and increased by the expansion of the boiler.

Fig. 12 represents a quarter segment of the stack base. It is dividedinto a number of equal parts. I have shown forty-six. This gives elevenand eleven-sixteenths parts to the edge of each long hole, and eight andonehalf parts for each short hole. This leaves a little less than nineand eleven-sixteenths` 7o parts for the space between the holes. Thedamper-plate holes e may also be arranged with the help of the aboveforty-six parts, the two solid parts in each quarter of the plateoccupying each eleven, and the intermediate hole five and one-eighthparts, the four sets of holes in the top of the base and also in thedamper plate being arranged uniformly.

The total movement by means of the reversing lever with this division offortysix 8o parts, is about fourteen and one-fourth parts, and themovement necessary to vary the range of adjustment from the cab referredto these same parts, is about one and threefourths parts.

In the drawings A is the boiler and B the smoke stack. A circularcovering plate or hood B is fixed above the perforated damperplate E, ebeing fitted. in a recess turned iu the top of the base D, so that aportion of the 9o stack-ring C rests upon the plate B', which latter ismade slightly conoidal, and is sufiiciently high to freely admit air topass through the apertures in the damper when the damper plate E e isadj usted for its admission.

The difficulties in communicating the motion on the cylindrical side ofthe locomotive boiler are surmounted by levers and universal joints. InFig. 1 the reversing rod K con- Ico nects by a rod I., pin K and balljoint L', to the bell crank lever M, turning on a center A fixed on theboiler A. The upper arm of this leverA M connects by a rod N and pinsM', N', to, a second lever O, turning on a center P. The upper arm ofthis latter connects by means of a rod F, which latter has a ball jointat each end, to an arm E on the damper plate E, and thus communicatesthe movement of the reversing rod K thereto.

The fulcrum P of the lever O is pivoted on the end of a horizontallymovable sliding bar P, which is fitted to slide within a casting A2bolted on the boiler A. The opposite end of the bar P is formed with aslotted recess in 1 15 which is received a pin Q2, from the lever Q,which latter is fulcrumed on the casting A2 and is connected at itsupper end Q to a rod R, which engages it with a pin S fixed in the rodS, inclosed loosely within the band rail T. This hand rail is slottedlongitudinally to allow the pin S sufficient liberty to be traversedforward and backward. The rod S leads rearward to the cab and isconnected to the transverse lever W, which will be presently described.

With the reversing lever .I and an ordinary segment and slide andlocking means, to operate and hold the reversing rod K, it will beunderstood that when the engineer operates such lever, and therebyshifts the position of the reversing rod forward and backward to theextents required to shift the main link G, sometimes called theStevenson link, and

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change the condition of the engine with regard to the degree ofexpansion, it will shift the rod L to a corresponding extent forward andbackward, and will-thereby correspondingly shift the first bellcranklever M, the rod N, the second bell-crank lever O, and the rod F, andthus turn the damper plate E. The eifect, other things being equal, isalways to shift the damper plate E according asthe reversing lever K isshifted, giving more opening to the apertures in the annular damperplateE, and consequently reducing the force of the draft on the fire, whenthe reversing rod K is either in its extreme forward position to goahead full stroke, or in the extreme rearposition to run backward fullstroke; but this may be modified by theadjustment of the rod S which isregulated by the transverse lever W at the will of the attendants.

1When the damper plate E is moved by means of its connection with thereversing rod K, it will open or close the apertures in the damper plateE differently according as the rod or slide S is adjusted.

Vhen the slide P is, by the hand of the engincer or fireman in the cab,shifted forward, it carries the center P of the lever O forward andallows a greater movement of the starting rod K forward (when operatedin the backmotion of the engine) before the damper plate E will beturned so far as to close the apertures in the base and prevent air fromentering at the base of the stack to diminish the draft.

When the reversing rod K is subsequently shifted rearwardly from itsextreme forward position (in the forward motion of the engine), and' thecenter P of the lever O, operated by adjustment from the cab, remains inthe same position as before, it requires less movement of the reversingrod K backward to induce a closing of-the apertures.

The lever W, above referred to, extends across nearly horizontally, andis capable-of adjustment either from the engineers or firemans side. Itturns on a fulcrum A3, secured to the top of the boiler, and is fittedwith a rigid handle at each end, handle lV pointing upward and handle 72downward, the lever being inclined enough to carry the handles abouteven. Each handle is accompanied by a movable handle, markedrespectively Y and Y2, which are attached to slides carried on the leverW, connected by a rod YS, and bearing a latch Y4, which latter can, byproperly operating the handles, be made to engage with any requirednotch in the horizontal segment A4 fixed on the boiler. A spring Z urgesthis latch into engagement except when it is drawn out by a grasp of thehandles, drawing the handles Y', Y2 into closer contact with theirassociated handles W and W2, against the force of the spring Z, as willbe readily understood.

A pin N3 set in the lever `W, receives a rod U, which unites it to oneend of a plain lever V, which'is fulcrumed on the boiler at A5, and theother end of which lever is rounded and inserted in a box arranged toslide a little transversely in a slot in the rod S, before described.

Modifications may be made without departing from the principle orsacrificing the advantages of the invention.

Iclaim as my inventionl. In a locomotive having provisions for admittingair to the base of the stack to reduce the draft, and a variable valvegear, a damper E adapted to control such admission, and a connectiontherefrom to the valve gear arranged to automatically adjust the damperby the changes in the adjustment of the valve gear, all substantially asherein specified.

2. In a locomotive havinga variable valve gear, provisions as the damperD, E for varying the force of the draft in the furnace, a connectionfrom the valve gear thereto so as to vary the draft, automaticallyincreasing the draft as the degree of expansion of the steam isincreased, all substantially as herein specified.

3. In alocomotive having provisions for admitting air to the base of thestack to reduce the draft, and a variable valve gear, a damper E adaptedto control such admission and a connection therefrom to the valve geararranged to automatically adjust the damper by the changes in theadjustment of the valve gear, and means as the slide F and connectionstherefrom'to allow it to be controlled from the footboard, whereby therelations of the valve gear and damper may be changed at the will of theattendant, all substantially as herein specified.

4. In a locomotive having a variable valve gear provisions as the damperD, E, for varying the force of the draft in the furnace, and aconnectionfrom the valve gear thereto so as to vary the draft,automatically increasing the draft as the degree of expansion isincreased,`the transverse lever W, and handles W', NVZ, Y', Y2, carriedthereon, latch Y4 and segment A4, in combination with the rod U held andoperated by such lever NV, and connections to a changeable center P' inthe train of mechanism adapted to allow the ratio of one adjustment tothe other to be regulated at will as herein specified.

'5. In a locomotive having an annular dam per giving adjustable openingsfor the admission of air to the base of the stack to reduce the draft,the hood or covering plate B arranged to defend the said damper, asherein specified.

In testimony that I claim the invention above set forth I affix mysignature in presence of two witnesses.

' HENRY A. LUTTGENS.

Witnesses:

D. L. CAMPBELL, JOHN H. REYNOLDS.

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